JPH07276916A - Pneumatic tire - Google Patents
Pneumatic tireInfo
- Publication number
- JPH07276916A JPH07276916A JP6066848A JP6684894A JPH07276916A JP H07276916 A JPH07276916 A JP H07276916A JP 6066848 A JP6066848 A JP 6066848A JP 6684894 A JP6684894 A JP 6684894A JP H07276916 A JPH07276916 A JP H07276916A
- Authority
- JP
- Japan
- Prior art keywords
- tire
- circumferential direction
- buttress
- tread
- rolling resistance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Landscapes
- Tires In General (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、転がり抵抗を低減した
空気入りタイヤに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a pneumatic tire having reduced rolling resistance.
【０００２】[0002]
【従来の技術】タイヤの転がり抵抗は、車両の燃費に影
響を与えるもので、近年の地球環境保護に関する意識の
高まりと共に、タイヤの転がり抵抗を低減する必要性が
従来にも増して生じてきた。タイヤの転がり抵抗を低減
するためには、タイヤの転動に伴う応力・歪みサイクル
によって消費エネルギ−を減少させる必要があり、タイ
ヤをビ−ド部、このビ−ド部から径方向外側に延びるサ
イド部、両サイド部に跨がって位置するトレッド部と部
位別に消費エネルギ−を比較すると、トレッド部が最も
大きいとされ、そのためトレッド部に、耐摩耗性等の他
の重要特性が著しく損なわれない範囲で転がり抵抗に適
したゴムを使用したり、摩耗寿命を通じ表面に現れない
トレッドのベ−ス部に上記ゴムを埋設する等、トレッド
部のゴム質の面から転がり抵抗の低減が図られてきた。2. Description of the Related Art The rolling resistance of a tire affects the fuel consumption of a vehicle. With the increasing awareness of global environmental protection in recent years, it has become more necessary than ever to reduce the rolling resistance of a tire. . In order to reduce the rolling resistance of the tire, it is necessary to reduce the energy consumption by the stress / strain cycle associated with the rolling of the tire, and the tire is extended to the bead portion and radially outward from the bead portion. Comparing the energy consumption by side part and tread part located across both side parts, it is found that the tread part has the largest energy consumption, so the tread part is significantly impaired in other important characteristics such as wear resistance. In order to reduce rolling resistance from the rubber surface of the tread part, use a rubber suitable for rolling resistance within the range where it does not wear, or bury the above rubber in the base part of the tread that does not appear on the surface throughout the wear life. Has been.
【０００３】[0003]
【発明が解決しようとする課題】タイヤが走行するとき
の接地面における挙動を発明者が詳細に調べたところに
よると、タイヤが回転してトレッド部が接地域に入る
と、ショルダ−ブロックに近接するバットレス部（サイ
ドウォ−ルの上部）には、周方向に著しく伸長する伸び
変形と、トレッド部のショルダ−部分をタイヤの赤道面
の方向に押し込もうとする曲げを含む圧縮変形が発生
し、その結果、この部分の内部においては周方向と軸方
向の剪断歪みとして、タイヤを部分的にみた場合周期的
に、また全体ででみた場合連続して作用するためこの部
分の発熱温度が際立って高く、この場合のロスが、タイ
ヤの転がり抵抗に大きく影響することが分かった。そこ
でトレッドに連なるバットレス部の消費エネルギ−を低
減することによって、従来行われてきたようなトレッド
ゴムを変更することなく、タイヤの転がり抵抗を効果的
に低減し得ることが分かった。According to a detailed investigation by the inventor of the behavior of the tire on the ground contact surface when the tire is running, when the tire rotates and the tread portion enters the contact area, the tire approaches the shoulder block. The buttress portion (upper side wall) that undergoes expansion deformation that significantly extends in the circumferential direction and compression deformation that includes bending that pushes the shoulder portion of the tread portion toward the equatorial plane of the tire. As a result, the heat generation temperature of this part stands out because it acts as a circumferential and axial shear strain inside this part periodically when viewed partially and continuously when viewed as a whole. It was found that the loss in this case greatly affects the rolling resistance of the tire. Therefore, it has been found that by reducing the energy consumption of the buttress portion connected to the tread, the rolling resistance of the tire can be effectively reduced without changing the tread rubber which has been conventionally used.
【０００４】本発明は上記知見に基づく、転がり抵抗を
低減したタイヤを提供することを目的とする。An object of the present invention is to provide a tire having reduced rolling resistance based on the above findings.
【０００５】[0005]
【課題を解決するための手段】本発明は、一対のサイド
ウォ−ルと、両サイドウォ−ル間に跨がって延びるトレ
ッド部がトロイド状に連なり、これ等各部分の周囲をゴ
ムで被覆したタイヤにして、上記サイドウォ−ルにおけ
るトレッド部に近接したバットレスに、周方向に向かっ
て複数のえぐり部を間隔を置いて備えることを特徴とす
る空気入りタイヤである。SUMMARY OF THE INVENTION In the present invention, a pair of side walls and a tread portion extending across both side walls are connected in a toroidal shape, and the periphery of each of these portions is covered with rubber. A pneumatic tire comprising a buttress, which is a tire near the tread portion of the side wall, and is provided with a plurality of cutout portions at intervals in the circumferential direction.
【０００６】[0006]
【作用】本発明のタイヤは、サイドウォールにおけるト
レッドに近接したバットレス部に被覆ゴムを切り欠いた
複数のえぐり部を間隔を置いて周方向に備えている。そ
のため前に述べたように、走行時にトレッド部が接地域
を通過するときバットレスに発生する周方向と軸方向の
周期的剪断歪みが効果的に抑えられ、その結果としてこ
の部分の低ロス化による転がり抵抗の低減が達成できる
のである。バットレスのえぐり部については、周方向に
エンドレスで連なる溝状の切り欠きも考えられるが、切
り欠き方によってはその部分の剛性低下を来し、撓みの
増加による曲げ歪みがかえって増加して、予期した程転
がり抵抗は減少しないし、耐久性の面でも問題が生じる
ことが多い。本発明におけるタイヤのように、えぐり部
を間隔を置いて設けた場合、撓みの不所望な増加を抑制
することができるため、耐久性に問題なく、本発明の目
的に対して好結果がもたらされるのである。The tire of the present invention is provided with a plurality of cut-out portions, which are notched cover rubber, in the buttress portion near the tread in the sidewall in the circumferential direction. Therefore, as mentioned earlier, the circumferential and axial cyclic shear strains that occur in the buttress when the tread passes through the contact area during running are effectively suppressed, and as a result, loss of this part is reduced. The reduction of rolling resistance can be achieved. Regarding the undercut of the buttress, it is conceivable to use a groove-shaped notch that connects endlessly in the circumferential direction.However, depending on the notch method, the rigidity of that part may decrease, and the bending strain due to the increase in bending rather increases, which is expected. Rolling resistance does not decrease so much, and problems often occur in terms of durability. When the dug portions are provided at intervals as in the tire of the present invention, it is possible to suppress an undesired increase in bending, so that there is no problem in durability and good results are obtained for the purpose of the present invention. It is done.
【０００７】[0007]
【実施例】以下図面に基ずき説明する。図１は本発明に
おける実施例を示すタイヤの部分断面図、図２は図１に
示すタイヤの部分側面図である。図においてタイヤ1
は、一対のサイドウォ−ル2 と、両サイドウォ−ル2 間
に跨がって円筒状に延びるトレッド部3 がトロイド状に
連なり、それ等の周囲を被覆ゴム、または外被ゴム4で
被覆している。図においてタイヤの右半分を省略してい
るが、赤道面O に対して左右対称である。符号5 はサイ
ドウォ−ル2 の先端部に埋設したビ−ドリングであり、
その回りに巻き上げられた端部をもつカ−カス6 が、サ
イドウォ−ル2およびトレッド部3 の領域を通って延
び、またカ−カス6 とトレッド部3 との間に、このトレ
ッド部の幅いっぱいに亙って延びるベルト層7 を配置し
強化している。カ−カス6 は、ポリエステル、レ−ヨ
ン、ナイロンで代表される繊維コ−ドを、赤道面O に対
しほぼ９０°（ラジアル）に配列したプライの少なくと
も１枚からなり、またベルト層には、スチ−ルおよび／
またはアラミド等の非伸長性コ−ドを赤道面O に対し１
０°〜３０°の角度で傾斜配列したプライの少なくとも
２枚を、それ等のコ−ドが交差するように重ね合わせた
主幹層8 と、その周囲にナイロン等の熱収縮性コ−ドの
複数本（ゴム引きリボン状体）を、赤道面O とほぼ平行
に螺旋状巻回して形成した補助層9 より成る構造を適用
することができる。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An explanation will be given below with reference to the drawings. 1 is a partial sectional view of a tire showing an embodiment of the present invention, and FIG. 2 is a partial side view of the tire shown in FIG. Tire 1 in the figure
Has a pair of side walls 2 and a tread portion 3 extending in a cylindrical shape that straddles both side walls 2 in a toroidal shape, and the periphery thereof is covered with a covering rubber or a covering rubber 4. ing. Although the right half of the tire is omitted in the figure, it is symmetrical with respect to the equatorial plane O 2. Reference numeral 5 is a bead ring embedded in the tip of the side wall 2,
A carcass 6 with its ends wound up around it extends through the region of the side wall 2 and the tread part 3 and between the carcass 6 and the tread part 3 the width of this tread part. A belt layer 7 extending over the entire area is arranged and reinforced. The carcass 6 is composed of at least one ply in which fiber cords typified by polyester, rayon and nylon are arranged at about 90 ° (radial) with respect to the equatorial plane O. , Steel and /
Alternatively, a non-extensible code such as aramid may be used with respect to the equatorial plane O.
At least two plies that are inclinedly arranged at an angle of 0 ° to 30 ° are superposed so that the cords of the plies intersect with each other, and a heat-shrinkable cord such as nylon is wrapped around the main trunk layer 8. A structure including an auxiliary layer 9 formed by spirally winding a plurality of (rubbered ribbon-like bodies) substantially parallel to the equatorial plane O can be applied.
【０００８】本発明においてタイヤのサイドウォ−ル2
は、そのトレッド部3 に近接したバットレス10にえぐり
部11を、周方向間隔d を置いてタイヤの周方向に複数備
えるものとする。えぐり部11は、長径y が周方向を向い
たほぼ楕円形、四隅を丸めた長方形等周方向に向かって
比較的細長く窪んだ凹所である。えぐり部11の実質上最
深部に相当する底B は、走行時においてバットレス10の
被覆ゴムに発生する剪断歪みが最も大きい部分に対応
し、そしてこの底B の径方向、および周方向両端からバ
ットレス10の外表面に向かって末広がりに深さを減じた
形状である。In the present invention, the tire sidewall 2
The buttress 10 adjacent to the tread portion 3 is provided with a plurality of cutout portions 11 in the tire circumferential direction at circumferential intervals d. The cut-out portion 11 is a substantially elliptical shape with the major axis y facing the circumferential direction, a rectangular shape with four corners rounded, and a recess which is relatively elongated and recessed in the circumferential direction. The bottom B, which corresponds to the deepest part of the cutout 11, corresponds to the part where the shear strain generated in the coating rubber of the buttress 10 during running is the largest, and the buttress from both the radial and circumferential ends of the bottom B. It has a shape in which the depth is gradually reduced toward the outer surface of 10.
【０００９】えぐり部11は通常の走行において、トレッ
ド部の接地端E から離して設ける必要があり、そのため
のえぐり部の上端P と接地端E との距離f は５〜１５mm
の範囲が適当である。ここで接地端とは、タイヤに対し
JATMA 規格で定める正規内圧・荷重を平板上において加
えたときの接地端である。えぐり部の幅または短径x
と、長さまたは長径y はタイヤサイズにもよるが、夫々
１０〜３０mmおよび２０〜４０mmが好ましい。その理由
は、えぐり部の幅x については、バットレス部の被覆ゴ
ムにおける剪断歪みの発生区域に対応する数値範囲であ
り、また長さy は、えぐり部11の周方向距離d と関係
し、２０mmに満たない場合、えぐる範囲が狭きに過ぎて
変形の効果的な遮断ができず、予期した転がり抵抗の低
減が得られない。一方４０mmを越えると範囲が広がり過
ぎて、連続してえぐったものと同様、耐久性が問題とな
って、この場合も好ましくない。従って距離d は３０〜
４０mmが好ましく、この範囲においてえぐり部長さy と
えぐり部相互間隔d をほぼ等しくするか、距離d を多少
大きく設けることが一層好ましい。えぐり部の最大深さ
はその部分の最大厚みに対し３０％以上が好ましい。但
し底B につき、この部分に近接した位置するカ−カス6
、ベルト層7 等の補強層から最低限１mmは離す必要が
あり、そのため深さの上限は自ら決まってくる。In the normal running, the cutout 11 must be provided away from the grounding end E of the tread, and the distance f between the upper end P of the cutout and the grounding end E is 5 to 15 mm for this purpose.
The range is appropriate. Here, the ground contact edge refers to the tire
This is the grounding end when the normal internal pressure and load specified by the JATMA standard are applied on a flat plate. Width or minor diameter x
The length or major axis y depends on the tire size, but is preferably 10 to 30 mm and 20 to 40 mm, respectively. The reason is that the width x of the cutout portion is within the numerical range corresponding to the shear strain generation area in the covering rubber of the buttress portion, and the length y is related to the circumferential distance d of the cutout portion 11 and is 20 mm. If it does not satisfy the above condition, the engraved area is too narrow to effectively block the deformation, and the expected reduction in rolling resistance cannot be obtained. On the other hand, if it exceeds 40 mm, the range becomes too wide and durability becomes a problem as in the case of continuous scooping, which is also not preferable. Therefore, the distance d is 30 ~
40 mm is preferable, and in this range, it is more preferable to make the cutout length y and the cutout mutual interval d substantially equal to each other, or to set the distance d to be slightly larger. The maximum depth of the engraved part is preferably 30% or more of the maximum thickness of the part. However, for the bottom B, the carcass 6 located near this
It is necessary to separate at least 1 mm from the reinforcing layers such as the belt layer 7 and so the upper limit of the depth is determined by itself.
【００１０】[0010]
【効果】本発明に成るタイヤの効果を確かめるため185/
65R14 サイズの乗用車用タイヤを用い、図１、２に示す
えぐり部を左右バットレスに設けた本発明品に、幅x を
もって左右バットレスの発明品と同じ位置にエンドレス
溝を設けた比較品１と、えぐり部または溝をバットレス
部に備えない比較品２を交え転がり抵抗、および耐久テ
ストを行って評価した。テストタイヤを準備するに当た
って、カ−カスをポリエステルコ−ドプライが２枚のラ
ジアル構造、ベルト層をスチ−ルコ−ドのプライ２枚の
主幹層にナイロンコ−ドの補助層を１枚加えた構造を共
通して用いた。上記えぐり部並びに溝の詳細と、テスト
結果については表１に示す通りである。テストに当たり
転がり抵抗の測定条件として、２．０Kgf/Cm2 の内圧、
４４０Kgf の荷重を適用し、直径１７０７mmの表面が平
滑なスチ−ルドラム上での楕行法によって行った。そし
て耐久テストは、室温３５°C の下、速度１００Km/Hに
より２時間走行後、１０Km/H・３０分ずつステップアッ
プさせて行き、破壊したときの速度と走行時間で比較し
た。そして発明品を１００とし、この値より大きいとき
耐久性が良く、小さいとき悪いと云う評価を行った。[Effect] To confirm the effect of the tire according to the present invention 185 /
Using a 65R14 size passenger car tire, a comparative product 1 in which an endless groove is provided at the same position as the invention product of the left and right buttresses with a width x in the present invention product in which the cutout portions shown in FIGS. The rolling resistance and the durability test were conducted together with the comparative product 2 having no cutout portion or groove in the buttress portion and evaluated. In preparing a test tire, the carcass has a radial structure with two polyester cord plies, and the belt layer has a steel cord ply with two trunk layers and one nylon cord auxiliary layer added to the trunk layer. Was commonly used. Table 1 shows the details of the above-mentioned cutouts and grooves and the test results. In the test, as the rolling resistance measurement condition, an internal pressure of 2.0 Kgf / Cm 2 ,
A load of 440 kgf was applied, and an elliptical method was performed on a steel drum having a smooth surface having a diameter of 1707 mm. In the endurance test, after running for 2 hours at a speed of 100 Km / H at room temperature of 35 ° C, the speed was increased by 10 Km / H for 30 minutes, and the speed at breakage and the running time were compared. Then, the invention product was set to 100, and when the value was larger than this value, the durability was good, and when the value was small, the durability was bad.
【００１１】[0011]
【表１】 [Table 1]
【００１２】このように、走行時において内部剪断歪み
が激しく発生するタイヤのバットレスに複数のえぐり部
を間隔を置いて周方向に配置することによって、耐久性
を犠牲にすることなく転がり抵抗を有利に低減すること
ができるのである。As described above, by arranging a plurality of goug portions in the circumferential direction at intervals in the buttress of the tire, which undergoes a great amount of internal shear strain during running, rolling resistance is advantageous without sacrificing durability. Can be reduced to.
【図１】本発明の実施例を示すタイヤの部分断面図。FIG. 1 is a partial cross-sectional view of a tire showing an embodiment of the present invention.
【図２】図１に示すタイヤの部分側面図。FIG. 2 is a partial side view of the tire shown in FIG.
1 タイヤ 2 サイドウォ−ル 3 トレッド部 4 被覆ゴム 10 バットレス 11 えぐり部 1 Tire 2 Sidewall 3 Tread part 4 Coated rubber 10 Buttress 11 Dug part
Claims (1)
−ル間に跨がって延びるトレッド部がトロイド状に連な
り、これ等各部分の周囲をゴムで被覆したタイヤにし
て、上記サイドウォ−ルにおけるトレッド部に近接した
バットレスに、周方向に向かって複数のえぐり部を間隔
を置いて備えることを特徴とする空気入りタイヤ。1. A tire in which a pair of side walls and a tread portion extending across both side walls are connected in a toroidal shape, and the periphery of each of these portions is covered with rubber, and the side wall is formed. In the pneumatic tire, the buttress adjacent to the tread portion is provided with a plurality of cutout portions at intervals in the circumferential direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06684894A JP3419881B2 (en) | 1994-04-05 | 1994-04-05 | Pneumatic tire |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP06684894A JP3419881B2 (en) | 1994-04-05 | 1994-04-05 | Pneumatic tire |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07276916A true JPH07276916A (en) | 1995-10-24 |
| JP3419881B2 JP3419881B2 (en) | 2003-06-23 |
Family
ID=13327687
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP06684894A Expired - Lifetime JP3419881B2 (en) | 1994-04-05 | 1994-04-05 | Pneumatic tire |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3419881B2 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010036774A (en) * | 2008-08-06 | 2010-02-18 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US20120060994A1 (en) * | 2009-06-01 | 2012-03-15 | Satoshi Hayashi | Pneumatic tire |
| JP2012086756A (en) * | 2010-10-21 | 2012-05-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| CN113874225A (en) * | 2019-06-11 | 2021-12-31 | 株式会社普利司通 | Tyre for vehicle wheels |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103370211B (en) | 2011-02-14 | 2017-09-01 | 株式会社普利司通 | Pneumatic tire |
-
1994
- 1994-04-05 JP JP06684894A patent/JP3419881B2/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2010036774A (en) * | 2008-08-06 | 2010-02-18 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| US20120060994A1 (en) * | 2009-06-01 | 2012-03-15 | Satoshi Hayashi | Pneumatic tire |
| CN102448746A (en) * | 2009-06-01 | 2012-05-09 | 住友橡胶工业株式会社 | Pneumatic tire |
| JP2012086756A (en) * | 2010-10-21 | 2012-05-10 | Toyo Tire & Rubber Co Ltd | Pneumatic tire |
| CN113874225A (en) * | 2019-06-11 | 2021-12-31 | 株式会社普利司通 | Tyre for vehicle wheels |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3419881B2 (en) | 2003-06-23 |
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